How do different marine engine fuels and wet scrubbing affect gaseous air pollutants and ozone formation potential from ship emissions?

• Published in: Environmental research 2024-11, Vol.260, p.119609, Article 119609
• Main Authors: Bendl, Jan, Saraji-Bozorgzad, Mohammad Reza, Käfer, Uwe, Padoan, Sara, Mudan, Ajit, Etzien, Uwe, Giocastro, Barbara, Schade, Julian, Jeong, Seongho, Kuhn, Evelyn, Sklorz, Martin, Grimmer, Christoph, Streibel, Thorsten, Buchholz, Bert, Zimmermann, Ralf, Adam, Thomas
• Format: Article
• Language: English
• Subjects: Air Pollutants - analysis; Air quality; Fuel Oils - analysis; Heavy fuel oil; IMO regulations; Marine gas oil; Ozone - analysis; SECA zones; Ships; Sulfur - analysis; Vehicle Emissions - analysis; Wet sulphur scrubber
• ISSN: 0013-9351; 1096-0953; 1096-0953
• DOI: 10.1016/j.envres.2024.119609

Sulphur Emission Control Areas (SECAs), mandated by the International Maritime Organization (IMO), regulate fuel sulphur content (FSC) to mitigate the environmental and health impact of shipping emissions in coastal areas. Currently, FSC is limited to 0.1% (w/w) within and 0.5% (w/w) outside SECAs, with exceptions for ships employing wet sulphur scrubbers. These scrubbers enable vessels using non-compliant fuels such as high-sulphur heavy fuel oils (HFOs) to enter SECAs. However, while sulphur reduction via scrubbers is effective, their efficiency in capturing other potentially harmful gases remains uncertain. Moreover, emerging compliant fuels like highly aromatic fuels or low-sulphur blends lack characterisation and may pose risks. Over three years, we assessed emissions from an experimental marine engine at 25% and 75% load, representative of manoeuvring and cruising, respectively. First, characterizing emissions from five different compliant and non-compliant fuels (marine gas oil MGO, hydro-treated vegetable oil HVO, high-, low- and ultra-low sulphur HFOs), we calculated emission factors (EF). Then, the wet scrubber gas-phase capture efficiency was measured using compliant and non-compliant HFOs. NOx EF varied among fuels (5200–19700 mg/kWh), with limited scrubber reduction. CO (EF 750–13700 mg/kWh) and hydrocarbons (HC; EF 122–1851 mg/kWh) showed also insufficient abatement. Carcinogenic benzene was notably higher at 25% load and about an order of magnitude higher with HFOs compared to MGO and HVO, with no observed scrubber reduction. In contrast, carbonyls such as carcinogenic formaldehyde and acetaldehyde, acting as ozone precursors, were effectively scrubbed due to their polarity and water solubility. The ozone formation potential (OFP) of all fuels was examined. Significant EF differences between fuels and engine loads were observed, with the wet scrubber providing limited or no reduction of gaseous emissions. We suggest enhanced regulations and emission abatements in the marine sector to mitigate gaseous pollutants harmful to human health and the environment. [Display omitted] •Ship engine gaseous emissions vary widely with fuel type and engine load.•Wet sulphur scrubbers are ineffective in reducing especially water-insoluble gases.•SECA-compliant fuels generally emit less than non-compliant fuels with scrubbers.•Wet scrubbers effectively reduce carbonyls acting as ozone precursors.•Further legislation is required to address non-SO2 gaseous poll